Automatic clutch and transmission mechanism



Nov. 19, 1935.

F. W. COTTERMAN AUTOMATIC CLUTCH AND TRANSMISSION MECHANISM Filed Jan.26. 1954 5 Sheets-Sheet 1 M/VE/I/rm? k/rmm Nov. 19, 1935. F, w.COTTERMAN AUTOMATIC CLUTCH AND TRANSMISSION MECHANISM Filed Jan. 26,1934 5 Sheets-Sheet 2 Wham l/VVENTOR 5 4M Vi yww 3 m m u n 1:1 I a. n Hi a i H n I u n m a? I H m M H H w&

TM N5 www 1935- F w. COTTERMAN AUTOMATIC CLUTCH AND TRANSMISSIONMECHANISM Filed Jan. 26, 1954 5 Sheets-Sheet 3 Q .5, //v VENTOR 1935. F.w. COTTERMAN AUTOMATIC CLUTCH AND TRANSMISSION MECHANISM Filed Jan. 26,1934 5 Sheets-Sheet 4 Nov. 19, 1935. F. w. COTTERMAN AUTOMATIC CLUTCHAND TRANSMISSION MECHANISM 1934 5 Sheets-Sheet 5 Filed Jan. 26

Patented Nov. 19, 1935 UNITED STATES AUTOM'ATIC CLUTCH AND TRANSMISSIONMECHANISM Frederick W. Cotter-man, Dayton, Ohio, assignor of one-half toBessie D. Apple, Dayton, Ohio Application January 26, 1934, SerialNo.708,444 20 Claims. (01. 192-.01)

, This invention relates to transmission mechanism which is particularlyapplicable to motor vehicles and tilizes some of the features of myco-pending applications Serial Numbers 694,627

and 661,325, filed October 21st, 1933 and March 17th, 1933 respectively.

An object of the invention is to provide a mechanism which followsconventional automotive practice in the respect that there is atransmission gear-set, through which the vehicle may be driven by theengine either directly or through gearing, and an engine clutch in theflywheel operable to connect the engine to or disconnect it from thegear set, but in which both the gear-set l5 and the engine clutch areautomatically operable and are interconnected in such a manner that theoperation of the one influences the operation of the other.

Since the advent of free wheeling as applied 20 to automotive controldevices, there has been considerable disagreement among automobileoperators as to the desirability of this feature, one class contendingthat the less mechanism that must be revolved by the momentum of thevehicle when it overruns the engine the better; a second classcontending that it is better to have the vehicle momentum drive theengine against its compression as well as the intervening mechanismwhenever the vehicle overruns in order that its 80 movement may bebetter controlled and restrained; a third class of operators agree thatfree-wheeling is highly desirable to conserve fuel but is veryundesirable when it becomes necessary to bring the vehicle quickly to astop by application of the brakes.

It is therefore another object of this invention to provide automaticfree-wheeling mechanism together with a manual control means within thereach of the operator which he may set to one of several positionswhereby he may select that one of the aforesaid degrees of free-wheelingwhich to him seems best.

Another' object is to provide an engine clutch for connecting the engineand transmission, and a transmission clutch for changing from gear todirect drive, both clutches being automatic, the latter beingspeed-torque responsive but always .operative to move into disengagingposition at a fixed minimum vehicle speed, together with means toutilize the said movement of the said transmission clutch to disengagethe said engine clutch if the accelerator pedal is at that timereleased, to the end that the engine clutch will at all timesautomatically disengage if the accelerator is released and the vehicleis free-wheeling and its speed-then falls below the said fixed minimum.

Other objects, namely, providing a transmission gear-set having a clutchwhich operates to change from gear to direct drive when the power over-I comes the load regardless of speed; utilizing the axial component ofthe load carried by helical gear teeth to resist engagement of the saidclutch; providing means to engage or disengage the clutch fully once itstarts to change; making the ratio 10 changing mechanism of the gear-setautomatic but yet subject to the will of the operator; providingaccessible clutch adjusting means and adequate lubricating means, allmore fully set forth in the co-pending applications hereinbefore Imentioned, are likewise attained in the structure herein disclosed.

Further objects and meritorious features will become apparent from aconsideration of the following specification, when taken in conjunction20 with the drawings wherein,

Fig. 1 is a longitudinal-vertical-axial section taken through anembodiment of the clutch and transmission mechanism.

Fig. 2 is a side elevation and Fig. 3 a plan view.

Fig. 4 is a view of the air valve mechanism wherein the manuallyoperated valve is set to provide full free wheeling throughdisengagement of the engine clutch whenever the accelerator pedal isreleased, but the accelerator pedal operated 30 valve is shown in theposition it occupies when the accelerator pedal is depressed, theposition of the centrifugally operated valve and the brake pedaloperated valve being here immaterial inasmuch as they arerenderedineffective to control the clutch because of the position of themanually operated valve.

Fig. 5 is a view like Fig. 4 except that the accelerator operated valvehas been shifted to clutch releasing position by release of the accel-40 erator pedal whereby free wheeling is established.

Fig. 6 is a view of the air valve mechanism wherein the manuallyoperated valve is set to prevent free wheeling through clutchdisengagement when the accelerator pedal is released, the 45 acceleratorpedal operated valve being here shown positioned for engine clutchengagement as it is when the accelerator pedal is depressed, thecentrifugally operated valve being positioned for clutch engagement asit is when the vehicle 50 moves above a predetermined minimum speed, theposition of the brake pedal operated valve being here immaterialinasmuch as it is rendered of the manually operated valve.

Fig. 9 is a detail front elevation of the valve block through which thevalve plungers operate. Fig. 10 is a view of the air valve mechanismwherein the manually operated valve is set to an i intermediate positionto provide controlled free wheeling, that is to provide free wheeling bywithdrawing the engine clutch whenever the accelerator pedal isreleased, but to reengage the clutch if and when the brakes are applied,unless such brake application is being made when or after the vehiclespeed has fallen below the predetermined minimum, the accelerator pedaloperated valve being shown in the clutch engaging position, thecentrifugally operated valve being shown in its clutch disengagingposition, and the brake pedal operated valve being shown in its clutchdisengaging position, all as they will appear when the accelerator pedalis depressed, the brakes released and the vehicle moving below thepredeterminedminimum speed.

Fig. 11 is a view like Fig. 10 except that, by further depression of theaccelerator pedal to gain more vehicle speed, the accelerator pedaloperated valve has been further moved and the centrifugally operatedvalve has been moved by vehicle speed to its clutch engaging position.

Fig. 12 is a view like Fig. 11 except that, by release of theaccelerator pedal, the accelerator pedal operated valve has beenreturned to its clutch disengaging position.

Fig. 13 is a view like Fig. 12 except that, by application of the brakepedal, the brake pedal operated valve has been moved to its clutchengaging position.

Fig. 14 is a view like Fig. 13 except that, by braking the vehicle speedto a point below the predetermined minimum, the centrifugally operatedvalve has been moved to its clutch disengaging position.

Fig. 15 is a front elevation of the centrifugally operated valve plungeras it appears when removed from the valve block Fig. 9.

Fig. 16 is a front elevation of the accelerator operated valve plungeras it appears when removed from the valve block Fig. 9.

Fig. 17 is a front elevation of the brake pedal operated valve plungeras it appears when removed from the valve block Fig. 9.

Fig. 18 is a. front elevation of the manually operated valve plunger asit appears when removed from the valve block Fig. 9.

Fig. 19 shows the push button control.

Similar numerals refer to similar parts throughout the several views.

Referring more particularly to Fig. 1, the housing 20 carries the ballbearing cages 2| and 22 within which the bearing covers 23 and 24 holdthe ball bearings 28 and 21, which in turn provide rotative support forthe high speed drive shaft 28 and a co-axial low speed driven shaft 29.A parallel spaced apart countershai't 3| is nonrotatably fixed in thehubs 32 and 33.

The rear end of the drive shaft 28 is rotatable within the driven shaft29 on roller bearings 34 and 38. The front end of the drive shaft 28 isreduced in diameter at 31 and is rotatable within the bearing bushing38.

The bushing 38 is not provided for giving rotative support to the driveshaft 28, inasmuch as it already has the two widely spaced apartbearings 26 and 36, but for insuring alignment of the drive shaft 28with the engine crank shaft 89. The arrow 4| shows the direction whichthe engine rotates.

The engine 42 has a flywheel 43 which contains the engine clutch whichmay be broadly designated by the numeral 44. A clutch cover 46 carriesthe dogs 41 and the springs 48 which move the pressure plate 49 rearwardand forward respectively.

The clutch disc 5| has secured thereto suitable friction facings' 52which are normally gripped between the flywheel 43 and the pressureplate 49 but are freed when the dogs 41 draw the pressure platerearward, which occurs when the thrust bearing 53 is moved forwardagainst the inner ends of the dogs. A clutch operating fork 54 (seeFigs. 2 and 3) has ends 55 which bear upon the thrust bearing 53 to moveit forward. The vacuum means provided for moving the clutch operatingfork 54 to disengage the clutch 44 will be hereinafter described. Thehub 56 of the clutch disc 5| is slidably splined at 51 to the shaft 28.

The function of the engine clutch 44 is of course to connect thecrankshaft 39 to the drive shaft 28, whereby, the two said shafts mayrevolve in unison, or to disconnect it thereirom' whereby they mayrevolve at different speeds.

Free-wheeling, as it is referred to herein, comprises releasing theaccelerator pedal and disengaging the engine clutch 44 therebypermitting the engine to die down to idling speed while the vehiclecontinues on by its momentum, driving the low and high speed shafts 29and 28 and the clutch disc 5| in unison and at greater speed than theengine crank shaft 39.

Secured to the engine 42 is the flywheel cover 58 which in turn supportsthe transmission hou..- ing 20 and its cover 59. Rotatable within thehousing 20 about the axis of the shafts 28, 29 and 3| are thetransmission gears, the front half of the housing containing anautomatically operable gear-set and the rear half a manually operablegear-set.

Each set comprises a drive gear, a driven gear, and two spaced apartcountershaft gears. For convenience in description the two sets will bedistinguished by referring to them as the automatically operated gearsand the manually operated gears.

It will be observed that the last driven member of the automatic unit isthe element from which power is taken to drive the manual gears. Whenthe automatic unit transmits the power, without the manually operatedgears, as is the case when the manually operated sliding gear is in itsforward position, this last driven member of the automatically operableset is the element from which power is taken to drive the vehicle. Forclearness therefore, the element herein, which is the driving gear ofthe manually operated set, will, when used in a combination of elementsdefining the automatically operated mechanism, be referred to as thepower take-off element. 7

In the automatically operated gear-set is the drive gear 6| which hasinternal splines fitted snugly to the external splines 62 of the driveshaft 28. Gear 6| always rotates in unison with the drive shaft 28.-

The drive gear 6| has a rearwardly extending hub 63 with teeth 64 aroundits periphery. 'A series of driving clutch plates 66 are internallytoothed to fit over the teeth 64 and consequently rotate in unison withthe gear 6|. One driving clutch plate 61 is thicker than the remainingdriving plates 66 and is preferably press fitted to the teeth 64, whileplates 66 are slidable there- A clutch drum 68 has internal teeth aroundits periphery. A series of driven clutch plates 1| are externallytoothed to fit slidably in the teeth 69 and consequently rotate inunison with the drum 68. A thicker driven plate 12 is adjacent the webof the clutch drum. A coil spring 13 bears against the washer 14 andthereby urges the clutch drum 68 rearwardly. Driving clutch plates 66and driven clutch plates 1| alternate in position in the assembledstructure. It will be apparent that pressure applied to the rear end ofthe clutch drum 68 which will move it forward will have the effectof'compacting the. clutch plates 66 and 1| whereby the clutch will beengaged. The clutch just described will be called the transmissionclutch and will be broadly designated by the numeral 15.

Gear 16 is the last driven gear of the automatically operated gear-set.It is also the driving gear of the manually operated set. It is also thepower take-off element of the automatically operated set.

Gear 16 has a long forwardly extending hub 11 ground smooth and round onits outside. The forward end of the hub 11 has rotative support on thedrive shaft 28 bythe roller bearing 18. The rear end of gear 16 hasrotative support on the drive shaft 28 by the combined radial and endthrust ball bearing 19. At four places on the outside of the hub 11 itis grooved transversely to provide the rack teeth 8|. The outside ofgear 16 has straight spur gear teeth 62. These are reduced in height atboth ends of the teeth to provide two sets of clutch teeth 83 and 84.

The clutch drum 68 has a rearwardly extending hub 86 fitted slidablyoverthe hub 11 of the gear 16. The rear end of the hub 86 has the helicalgear 91 integral therewith. -The helical gear 81, the hub 86 and theclutch drum 68 are preferably made from a single steel forging andhardened. The rim 68 of the helical gear 81 has internal clutch teeth 99which fit slidably but snugly over the clutch teeth 83. Because ofclutch teeth 83 and 89, the driven element comprising the helical gear81, the hub 86 and the clutch drum 68 has limited axial movement on thehub 11 but does not have any rotative movement with respect thereto.

Four slots 99 are cut through the rear face of the clutch drum 68 andextend also through the hub 86. Flush with the edges of these slots arefour pairs of hinge ears 9| between which the centrifugal members 92 arehingedly supported. Each memebr 92 comprises the hinge end 93 and anarcuate weight portion 94 extending transversely of the hinge end.

At the inner side of the hinge ends 93 are pinion teeth 98 which meshwith the rack teeth 8| of the hub 11. The hinge pins 91 provide fulcraabout which the centrifugal members 92 may swing. It will be seen thatoutward swinging of the weight portions 94 will force the clutch drums98 forward and thereby engage the clutch countershaft 3| and in meshwlththe gears 6| The ball bearing 10 takes the axial thrust. due to the gear16 being forced rearward as the and 81 are the countershaft gears 99 andIN.

Gears 98 and |9I have long tapered 'hubs' I92 and I93 extending toward'each'other. An external wrap ratchet spring I94 is internally taperedto suit the hubs I92 and I93. It is common practice in making springratchets to make the end turn of the spring weaker than the middle. Thisis usually accomplished by grinding a series of circumferentially spacedapart longitudinal grooves in the outside of the spring, the groovesbecoming deeper as they approach the endsof the spring. The object ofweakening the end turns is to facilitate engagement of the spring withthe hubs without having the spring fit the hubs so tightly.

In the improved structure shown the end turns of the spring are weakerbecause of the taper bore. But the taper in turn serves a further usefulpurpose. The helix angle of the gears 99 and I99 is such that when anyload is carried by them they are forced axially toward each other.

When the gears 99 and I99 are running idle and under no load, the springI94 is of sufilcient length and strength to force them slightly apartthus providing the gap I96 between the ends of the hubs. But when thegears begin to take up the load and the spring I94 begins to wrap aboutthe hubs I92 and I93, the greater the load the angles of proper form tomesh with the teeth of gears 99 and I99. A portion of the automaticallyoperated gear-set in Fig. l .is shown in elevation to show the helixangles which are preferably employed. It will be seen that while theload carried by the gearing forces the countershaft gears 99 and I99axially together, the gears 6| and 81 will for the same reason be forcedaxially apart. It will also be apparent that when the gears 6| and 81are forced axially apart the transmission clutch 15 will be disengaged.

It follows that while the centrifugal force of the weights 94 tendsalways to engage the clutch 15, any tangential load transmitted by thegears 6| 99, I99 and 91 has an axial component which opposes the weightsand thereby retards clutch engagement. The result is that the greaterthe load being transmitted by the gears, the higher the speed which mustbe attained before the slutch will engage to change from gear to directrive.

The clutch disengaging spring 13 is preferably of such strength that itwill beovercome by the weights 94 at a vehicle speed of about 8 M. P.H., whereby the clutch 15 will be engaged, but this is only true whenthe spring 13 has no assistance from the helical gear 81. It followsthat the clutch drum 68 will always be in its rearward or disengagedposition at a vehiclespeed of less than 8 M. P. H., and it will be thereat higher vehicle speeds when said speeds impose a load will be seenthat whenever the accelerator pedal is suddenly released so that thevehicle moves faster than the engine is driving it, the clutch drum willmove forward if the speed is over 8 M. P. H., and rearward if the speedis under 8 M. P. H. This is because the helical gears are now at zeroload and the spring 13 alone controls the position of the clutch drum.

This faculty of the clutch drum 68, namely, that when the acceleratorpedal is released at a. speed of over 8 M. P. H., the drum will moveforward if it is not already forward, and when released at a speed ofless than 8 M. P. H., it will be in a rearward position, is an importantfeature of this invention, inasmuch as it is used through aninstrumentality hereinafter explained to affect operation of the engineclutch 44.

At the forward end of the housing 28* the shaft 28 has the threads I61to which the nut I88 is fitted. The nut I68 is slotted at I69, and a pinIII extends through this slot and through the shaft. A flanged hub H2 isfitted tightly to the shaft 28 and the ball bearing 26 is press fittedto this fianged hub. A series of small pins II3 are slidable axiallythrough holes in the hub II2 one end of the pins bearing against thegear 6| and the other end against an oil throw washer II4. Tightening ofthe nut I08 against the washer II 4 will push the pins II3 against thegear 6| whereby the gear 6| may be forced rearward when adjustment ofthe clutch 15 becomes necessary due to wear on the plates 66 and H.

When the clutch 15 is engaged, the gear 6| is pressed forward againstthe pins II3, while the ball bearing 19, not in action, is pressedagainst the flange II6 of the shaft 28, the entire mass rotating inunison, there being no bearing rotating under axial thrust.

The manually operated gear-set comprises the driving gear 16, the firstand second countershaft gears H1 and H8, and the sliding high and lowgear II9. A reverse idler gear is required so that the vehicle may bemoved backward but inasmuch as it forms no part of this invention it isnot herein shown. Sliding gear H9 is shown in the neutral position. Ithas internal splines which fit slidably over the external splines I2I ofthe driven shaft 29. The forward face of the gear is recessed and aroundthe periphery of the recess are the internal clutch teeth I22 which maybe slidably engaged .over the external clutch teeth 84.

The gears I I1 and I I8 are integral and revolve about the countershaft3| on roller bearings I23. Bowden wire controls not shown may preferablybe employed for shifting the slidable gears.

The lubricating means for the countershaft gears is conventional asshown, but the lubricating means for the drive shaft bearings isespecially adapted to this mechanism, comprising a trough I24 into whichoil is splashed by the gears 81, 82 and H9, the reservoir I26 cast inthe housing 28, which receives the oil from the trough I24, the grooveI21 in the bearing cage 22, the roove being connected to the reservoirI26 by the hole 128, the small holes I29 and III and the rotating oilchambers I32 and Ill.

The oil splashed into the trough I24 flows into the reservoir I26, theninto the groove I21 through the hole I28. Centrifugal force now preventsits passage through the holes I29. But whenever the shaft 29 ceases torotate, the oil will flow through the holes I23 into the chamber I32,through the roller bearing 34, through the holes I3I, through the ballbearing 19, and into the chamber I33.

It will be observed that the inner ends of the; holes I29 are closer tothe axis of rotation than the outside diameter of the chambers I32 andI33. The oil which-once reaches these chambers while shaft 29 is notrotating will be prevented by centrifugal force from going out of theholes I29 after the shaft again rotates. Lubricating-mechanism of thischaracter is shown in my co-pending application Serial Number 675,238,filed June 10, 1933.

Between the forward face of the gear 82 and the rearward face of thegear 81 is a space I34.

Space. I34 is connected to oil chamber I33 by a small hole I36. By thisconstruction the gear 81 is prevented from moving too rapidly when itshifts into axial position with respect to the gear 82 because oil mustbe displaced or replaced through the small hole I36. This preventsthe 2clutch 15 being engaged or disengaged too quickly. The size of the holeI36 governs the rapidity of engagement.

To provide a uniform and effective graduation of gear ratios, themanually operated gear-set is preferably made 1 to 1 and theautomatically operated gear-set 2 to 1. This will give a gear reductionof 3 to 1 when both gear-sets are operative, 2 to 1 when theautomatically operated gear-set is operative and the manually operatedset is in direct drive, 1 to 1 when the automatically operated set is indirect drive and the manually operated set is in operation and 1 to lwhen both sets are in direct drive.

Secured to the side of the transmission housing 20 by bolts I31 (seeFigs. 2 and 3) is a cylinder I38 containing a piston I39. A piston rodM1 is connected to the piston by the nut I42. A cylinder cover I43, avalve block I44 and a valve block cover I46 are all held to the open endof the cylinder by the nuts I41. Valve plungers I48, I49, I5I and I52are vertically slidable in valve block I44.

Extending laterally fromthe housing 20 and cast integral therewith aretwo small short hubs 46 I53 and I54 and two larger and longer hubs I56and I51. Press fitted into the hubs I53, I56 and I51 are the studs I58,I59 and I6I respectively. The other hub I 54 contains the short shaftI62 which is more freely fitted thereto so as to have limited rotativemovement therein.-

Rotatably movable on the upper stud I58 is an integral forgingcomprising a hub I63 having the upwardly extending accelerator pedal armI64, the downwardly extending carburetter control arm I66, andrearwardly extending valve operating arm I61. The accelerator pedal pad,not shown, is carried on the upper end of the stem I68. A- carburettercontrol rod I69 is pivotally secured to the lower end of the arm I66. Alink "I has its upper end pivotally secured at I12 to the valveoperating arm I61 and its lowerend to the valve plunger I49. The lowerend of an extension spring I13 is secured to a pin I14 extendingforwardly from the cylinder 65 cover I43 and the upper end is secured tothe rearward end of the arm I61 at I16.

when the accelerator pedal is depressed, the arm I64 moves forward, thearm I66 draws the rod I68 rearward and causes the carburetter to feedmore fuel, while the arm I61, through the link "I, draws the valveplunger I49 upward against the resistance ofthe extension spring I13.when the accelerator pedal is released, 5

the spring I13 returns the several parts to the position shown, wherebythe fuel is reduced to the minimum safe value. for maintaining theidling speed of the engine.

Within the housing 20, and secured to the inner end of the shaft I82 isa downwardly depending arm I11 carrying the stud I18 about which thebeveled roller I19 freely rotates. A valve operating arm I8I isfirmly-secured to the outer end the bevelled edge I88 of the clutch drum88.

Each time the clutch drum 88 is moved forwardly to the engaged positionas shown, the roller I19 is pushed forwardly and the valve plunger I48is pushed to its down" position thereby extending the spring I84. -Whenthe clutch drum 88 moves rearwardly to disengaged position the springI84 contracts and raises the plunger I48 to its up position.

Rotatably movable on the stud I59 is an integral forging comprising thehub I89 having the upwardly extending clutch pedal arm I9l and thedownwardly extending clutch operating arm I92. The arm I92 is pivotallyconnected at its lower end to the piston rod I by the link I93, and nearthe middle to the clutch operating fork 54 by the link I94 and adjustingbolt I95. Bolt I95 extends through a hole in fork 54 and is threadedinto the link I94 for purposes of adjustment. A look nut 200 maintainsadjustment after it is made. The clutch operating fork 54 is hinged atI96 in ears I91 extending from the ball bearing cover 23. An extensionspring I98 has one end connected to the outer end of the clutchoperating fork at I99 and the other end to a pin 20I extending laterallyfrom the flywheel cover 58.

The clutch pedal pad, not shown, is carried on the upper end of the stem202. When the clutch pedal arm I9I moves forward or the piston I38 movesrearward, the clutch operating arm I92 is moved rearward, the clutchoperating fork, at its outer end, is drawn rearward, the spring I 88 isextended, and the fork ends 55, moving forward, disengage the engineclutch 44. Release of the clutch pedal orforward movement of the pistonsI39 allows the spring I 98 to contract and the engine clutch re-engages.I

Rotatably movable on the stud I 8| is an integral forging comprising the.hub 203 having the upwardly extending brake pedal arm 204, the upwardlyextending brake operating arm 208, and the rearwardly extending valveoperating arm 201. A brake operating rod 208 is pivotally connected tothe arm 208 at 209. A link 2I I pivotally connects the rearward end ofthe arm 201 to the upper end of the plunger I5I. An extension spring 2I2connects at its upper end at 2 I3 to the arm 201 and at its lower end toa pin 2 I4 extending forwardly from the valve block cover I48. The brakepedal pad, not shown, is carried on the stem 2I8. Depression of thebrake pedal moves the brake pedal arm 204, the brake operating arm 206,and the brake operating rod 208 forward to apply the brakes to thevehicle. This moves the rear end of the valve operating arm upward,against the tension of the spring 2 I 2 and, through the link 2| I,raises the valve plunger I5I. Upon release ofthe brake-pedal the spring2I2 conas a guide for the piston rod I4 I ward face to join the holes25I and 256.

tracts and the several parts are thereby returned to normal position.

Pivoted on the same stud I8I with the brake pedal hub 203 is a long arm2 I1, one end of which extends rearwardly and is connected by the link 62I8 to the valve plunger I52. The other end extends forwardly and isconnected at 2I9 through a Bowden" wire control 22I to a push button 222on the instrument panel 223. The push button 222 is urged to remain inone of three positions by means of a detent ball 224 which is urged intothe notches 225 by a spring 228. Movement of the push button to one ofthe three positions moves the valve plunger I52 to one of threecorresponding positions.

In Figs. 4 to 18 the valve block I44 and the valve plungers I48, I49,I5I and I52 are shown as they appear viewed from the line 4-4 of Fig. 2.In Fig. 9 the valve block itself is shown with the plungers I48, I49,I5I and I 52 and the covers I48 and I43 removed. In Figs. 15, 16, 17 and18 the valve plungers themselves are shown as they appear from the line44 when they are remove from the valve block.

By reference to Fig. 9 it will be seen that valve block I44 has fourlarge vertically extending main holes 228, 229, 23I and 232 for theplungers I48, I49, I5I and I52, Figs. 15 to 18 respectively. Two smallerhorizontal holes 233 and 234 extend clear through the block. Holes 233and 234 are met by the holes 238 and 231 of plunger I48 as it moves upor down through the hole 228. A hole 238 extends horizontally throughthe block. Hole 238 is met by the hole 239 in the plunger I 49 as itmoves vertically in the block. 85

A hole 2 extends horizontally, not clear through the block, but onlyfrom the plunger hole 229 out through the rear side of the block. Hole24I is met by the slot 242 which is cut in the rear side of the plungerI49 from the lower end upward. 40 A round hole 243 and an oblong hole244 extend horizontally clear through the block. Holes 243 and 244 aremet by the holes 248 and 241 in the plunger I5I as it moves verticallyin the hole 23I Three holes 248, 249 and 25I extend horizontally throughthe block. Holes 248, 249 and 25I are met at different times by theholes 252 and 253 of the plunger I52 as it moves vertically to differentpositions in the hole 232. Holes 254, 255 and 258 extend horizontallyclear through the block but do not encounter any of the main plungerholes in doing so. A larger horizontal hole 251 serves Four horizontalholes 258 are bolt holes through which bolts extend to bolt the blockI44 and the covers I48 and I43 to the cylinder I38.

Still referring to Fig. 9, a groove 259 of sufficient depth to have acarrying capacity equal to the horizontal holes is cut in the forward.face of the block so as to join the holes 233 and 248. A second groove28I is cut in the forward face to join the holes 243 and 249. A thirdgroove 282 is cut in the forward face to join the holes 255 and 244. Afourth groove 263 is out in the for- In the rearward face -of the blockthere is a T shaped groove 284 joining the holes 238, 254 and 243. Thereis a groove 288 joining the holes 234 and 255. There is a groove 281joining the holes 244 and -25I. And. there is an extended groove 288connecting the holes 248, 258, 24I and 233. The groove 288 cuts throughtheedge of the block to provide the gate 269.

A pipe 210 (see Figs. 2 and 3) has one end connected to the intakemanifold, not shown, while the other end extends into the valve blockcover I46 at 2H and .thus joins the intake manifold to the hole 288 inthe block. There is another hole 212 through the cover which opens thehole 234 in the block to the atmosphere. The gate 268 communicates witha passage 213 cast in the side of the housing 28 (see Fig. 3). There isa hole 214 extending through the cylinder I38 at the closed end. Thepassage 213 joins the gate 268 and the hole 214.

A number of valve plunger positions and combinations of valve plungerpositions will make connection between the pipe 21I and the rear end ofthe cylinder I38. A certain position of the valve plunger I48 willconnect the rear end of the cylinder I38 to the atmosphere through hole212. A certain position of the valve plunger I48 will connect the rearend of the cylinder I38 to the atmosphere through the groove 242. Theentire valve mechanism is provided merely for automatically engaging anddisengaging the engine clutch 44 when certain movements and combinationsof movements are made by the accelerator pedal, the brake pedal, thecentrifugally operated transmission clutch 15, and the push buttoncontrol 222.

Figs. 4 to 8 and 10 to 14 are illustrative of the different valvecombinations which occur in driving the vehicle. In Figs. 4 to 8 and 10to 14 finely dotted lines indicate the grooves which are in the rearwardface of the block I44. The coarser dotted lines indicate the grooveswhich are in the forward face of the block. The covers I43 and I46 closethese grooves and make air tight passages of them. Their effect will beseen as the operation of the vehicle is explained. This operation shouldpreferably be as follows:

Full free wheeling operation After the operator has started and warmedup his engine he shifts the gear I I8 forward to mesh the clutch teethI22 and 84. If he is in mountainous country he may instead shift thegear II8 rearward into mesh with the gear H8 in which case his speedswill be only two-thirds as fast but his hill climbing capacityproportionately greater. Whichever gear ratio he selects he willpreferably retain as long as his engine does not again need warming upor as long as he does not encounter harder or easier driving conditions.

Now if the operator is an advocate of full free wheeling he will pushthe control button 222 clear in and will probably leave it there duringthe life of the vehicle. This position of the push button 222 places thevalve plunger I52 as shown in Figs. 4 and 5.

He now depresses the accelerator pedal which increases the fuel throughmovement of the rod I68 and at the same time raises the valve plungerI48 by movement of the arm I61. His valve plungers are now positioned asin Fig. 4.

By reference to Fig. 4 it will be seen that the hole 238 of the valveplunger I48 has moved upward and cut off the section from the hole 2Hand opened the rear end of the cylinder I38 to the atmosphere throughhole 214, passage 213, gate 268, groove 268, hole 2 and valve plungergroove 242. The spring I88, Fig. 2, will now draw the piston I38 forwardand permit engagement of the engine clutch 44 while I116 cylinder fillswith air from the atmosphere.

The engine clutch 44 being now engaged, the drive will be from shaft 28to gear 6|, to gear 88, to gear IIII, to gear 81, to gear 82, to gearII8, to driven shaft 28, to the vehicle, which will now move forward inautomatic gear drive. The axial thrust due to the contact of the helicalteeth of the gears IDI and 81 will urge the 'gear 81 rear-.

ward against the effort of the weights 84. The

heavier the load being encountered, whether because of rapidacceleration or because of astcep grade, the higher the vehicle speedmust be raised before the transmission clutch 15 will engage and changeto automatic direct drive.

Sufficient depression of the accelerator pedal 0 will of course raisethe speed to the point where the weights will engage the clutch as shownin Fig. 1.

Reference to Fig. 4 will disclose, however, that after the initialmovement of the accelerator, 15 whereby the valve plunger I48 is raisedas there shown, any further depression of the accelerator will increasethe speed and further raise the plunger I48 but that this further risein the plunger will not affect the status of engine clutch 20engagement.

If now, after the vehicle is under movement, the operator releases theaccelerator pedal, the valve plunger I48 returns to its unoperatedposition shown in Fig. 5. The hole 238 in the plung- 25 er I48 has nowmet the hole 238 in the block and 21I in the cover while the plungerslot 242 has moved away and closed the hole 24I. An air passage will nowbe completed extending in at hole 21I rearward through hole 238 in theblock 238 in the plunger to the slot 264, forward through the hole 254to the slot 258, rearward through the block hole-248 and plunger hole252, through the groove 268, gate 268, channel 213 and hole 214 andthereby disengage the engine clutch 44, whereby free-wheeling isestablished. It will be seen that whenever the push button controlledvalve plunger I52 is in the full free-wheeling position shown in Figs. 4and 5, a depression of the accelerator pedal will engage the engineclutch 40 44 for driving and a release of the accelerator pedal willdisengage the said clutch for freewheeling, regardless of what movementsmay be made in the position of the centrifugally controlled valveplunger I48 or the brake pedal con- 48 trolled valve plunger I51.

No-jree-wheeling operation If the operator is of the class which objectsto free-wheeling in any form, he may set the 50 push button control 222to the "clear-out position and leave it there. Figs. 6, 7 and 8 show theposition which the valve plunger I52 takes when the push button is clearout, or at the no-freewheeling setting. In this position neither of the65 plunger holes 252 or 253 are in alignment with the block holes 248,248 or 25I. It follows that no air circuit may now be completed whichmust pass through the plunger I52.

When the vehicle is at rest and the engine is 60 merely idling, thevalve plungers are in the posi tion shown in Fig. 8, whereby the engineclutch 44 is disengaged because the suction passage is in through thehole 21 I, rearward through the block hole 238 and plunger hole 238 tothe groove 264, 65 forward through the block hole 254, then throughgroove 258, rearward through the block hole 233 and plunger hole 236,through groove 268, gate 268, passage 213 and hole 214 into the block ofthe cylinder. 70

When the accelerator is depressed, the valve plunger I48 shifts to theposition shown in Fig. 6, cuts off the suction and opens the cylinder tothe atmosphere through the groove 242 and hole 24I, slot 268, gate 268etc., as before explained and 78 thereby engages. the engine clutch 44.The vehicle will now move in automatic gear drive until the speed isgreat enough to cause the transmission clutch to engage for automaticdirect drive.

As heretofore explained this speed of engagement .is variable but alwaysoccurs if the speed is over 8 M. P. H., and a zero load condition iscreated on the helical gears, and zero load condition is always createdon these gears when the accelerator pedal is released and the vehicleoverruns.

It follows that depressing the accelerator at once changes the valveplunger I49 from the position shown in Fig. 8 to that shown in Fig. 6,and, as soon as the speed sufllciently increases, it also changes thecentrifugally controlled valve plung-' er I48 from the position Fig. 8to the position Fig. 6. This latter change, however, never occurs before8 M. P. H., and may be much higher depending on the load being carriedon the helical gears, but in any event it will always occur at a speedexceeding 8 M. P. H., if zero load is established by overrunning of thevehicle.

If the accelerator is now released and the valve plunger I49 returns tothe position shown in Fig. 7, the engine clutch will not disengagebecause, while the suction passage is open through holes 21I, 238, 239,slot 264, hole 254, slot 259 it can get no further because there is nowno passage either through plunger I48 or through plunger I52. It followsthat the accelerator pedal may alternately be depressed and released atwill and there will be no clutch disengagement for free-wheeling.

If, however, while the accelerator pedal is released, the speeddecreases below 8 M. P. H., the plunger I48 will then again move to theposition Fig. 8 and the engineclutch 44 will disengage, because thesuction passage through plunger I48, which an instant before-was closed,is now open through the block hole 233 and plunger hole 236.

It should be noted that, with this no-freewheeling setting, the engineclutch 44 may be disengaged for free-wheeling only by releasing theaccelerator pedal at less than 8 M. P. H., or releasing it and bringingthe vehicle to less than 8 M. P. H. But even with the no-free-wheelingsetting there will still be. engine clutch disengagement when thevehicle is moving between 1 and 8 M. P. H., if and only if, theaccelerator is at that time released. It should also be noted that withthis setting in use, movement of the brake pedal controlled valveplunger I5I has no effect in controlling engagement or disengagement ofthe engine clutch 44.

Controlled-free-wheeling operation A slight depression of theaccelerator pedal raises the plunger I49 as in Fig. 10. This issufficient to misalign the plunger hole 239 with the aligned holes 2"and 238 in the cover and block respectively. It also is suflicient topartly open the block hole 2 to the atmosphere through plunger slot 242.This'position of plunger I49 shuts off the suction and connects the backend of the cylinder to the atmosphere through slot 242, hole 2, slot263, gate 269, etc., whereby the engine clutch 44 is gently engaged.

Fig. 11 shows the position which plunger I49 takes when the acceleratorpedal has been fully depressed. This change has not altered' the 5status of clutch engagement, although the vehicle speed has of coursebeen raised thereby, and the eentrifugally controlled plunger I46 hasbeen shifted downward untilthe plunger hole 236, which in Fig. alignedwith block hole 233, now is misaligned therewith, but the plunger hole231, which in Fig. 10 was misaligned with block hole 234 and cover hole212, now is aligned therewith.

Fig. 12 shows the position of plunger I49 when the accelerator pedal hasbeen suddenly and completely released. The plunger hole 239 now alignswith the block hole 238 and cover hole 2", while the plunger slot 242has moved back and closed the block hole 2. This instantly opens an airpassage through cover hole 2" rearwardly through block hole 236 andplunger hole 239, through slot 264, forwardly through plunger hole 246and block hole 243, through slot 26I, rearwardly through plunger hole'252 and block hole 249, through slot 266, gate 263, passage 213 and hole214 whereby clutch 44 is disengaged and freewheeling is in effect.

It will be noted that there is not now, as there is in Figs. 4, 5, 8, 10and 14 any air passage through the slot 259 because the plungers I 48and 30 I52 have this passage closed. It follows that, in Fig. 12, theonly suction passage in effect is one that passes through the brakepedal controlled plunger I5l.

If then, while free wheeling is thus in effect, the brake pedal isslightly depressed, the plunger I5I will be slightly raised as in Fig.13, whereby the plunger hole 246 is misaligned with the block hole 243and all suction passages will now be cut off and the engine clutch 44will re-engage. How gently the clutch will re-engage and eliminatefree-wheeling will depend on how slowly thebrake pedal raises theplunger I5I to bring the plunger slot 241 over the block hole 244. Whenany part of the plunger slot 241 gets over the block hole 45 244 therear end of the cylinder I38 is connected to the atmosphere by a passageextending in at cover hole 212, rearwardly through plunger hole 231, andblock hole 234, through slot 266, forwardly through block hole 255,through slot 262, rearwardly through block hole 244 and plunger hole241, through slot 261, forwardly through block hole 25I and plunger hole253, through slot 263, rearwardly through block hole 256, through slot263, gate 269, passage 213 and hole 214. I

After the accelerator pedal has been thus released for free-wheeling andthe brake then applied to eliminate free-wheeling as indicated by theplunger position in Fig. 13, the retarding influence of driving theengine by momentum, plus the retarding influence of braking, reduces thespeed of the vehicle until 8 M. P. H., is reached. At this speed theplunger I48 will shift to the po- 51171011 shown in Fig. 14, and when itso shifts it misaligns the plunger hole 231 with the block and coverholes 234 and 212, and thereby closes the connection of the cylinder tothe atmosphere which an instant before entered at 212. At the same timethe plunger hole 236 is aligned with the block hole 233 whereuponanother air passage is established with the cylinder I33 which extendsfrom cover hole 2" rearwardly through block hole 238 and plunger hole239, through slot 264, forwardly through block hole 254, through slot259, rearwardly through block hole 2" and released accelerator pedal anda drop in speed below 8 M. P. H., and it is effective to disengage theclutch 44 even though'theclutch engaging influence of the brake pedal isstill in eifect.

From the foregoing description of the operation of the mechanism it willbe seen that when the push button'is in the extreme in position theengine clutch is disengaged whenever the accelerator pedal is releasedand engaged whenever the accelerator is depressed, regardless of whatthe speed may be at the moment, or how the brake pedal is operated, and,

When the push button is in the extreme out" position the engine clutchis engaged at all times except when there is a concurrence of a releasedaccelerator pedal and a vehicle speed between zero to 8 M. P. H., and,

When the push button is in the middle position there is clutchdisengagement when the accelerator is released but clutch reengagementwhenever the brakes are applied, except that when there is a concurrenceof a release accelerator pedal, an applied brake, and a speed of lessthan 8 M. P. H., there will be engine clutch disengagement.

The ease with which a vehicle having the herein described mechanism maybe driven is apparent. The operator need only depress the acceleratorpedal to engage the engine clutch and start the vehicle. If the load isnear zero, as on a slight down grade, the automatic clutch I5 willchange. from gear to direct drive at 8 M. P. H. If the load is maximumthe same change will occur at about 30 M. P. H. He may voluntarilychange at any time from automatic gear to automatic direct drive byreleasing the accelerator pedal and creating zero load on the helicalgearing. He may change from automatic direct drive to automatic geardrive by suddenly depressing the accelerator sharply and considerably soas to create load on the helical gears faster than it may be translatedinto speed to affect the centrifugal weights.

If he is not an experienced operator and does not know 3 when he shouldemploy gear drive and when he should employ direct drive the mechanismwill shift from gear to direct whenever it can gain in speed under thethen applied load,

and conversely it will shift back to gear drive whenever it is losingspeed under the then applied load: The experienced operator may changegear ratio at will except he may not remain in gear after a speed ofabout 30 M. P. H., is reached, nor remain in direct when less than a.speed of 8 M. P. H., is in effect. It will be seen that not only ismanual gear shifting unnecessary during driving, but that degree ofautomatic clutch operation or so called clutch free-wheeling which suitsthe operator's individual taste may be selected and employed.

' While in the foregoing description I have indicated that the clutchoperation mechanism is preferably operated by so called vacuum, takenfrom the intake manifold, it will be apparent that the sameinstrumentalities which are employed to apply vacuum, which is merelysubatmospheric pressure, may be operated by pressure, that is by superatmosphere.

Having described an embodiment of the invention wherein the objects setforth are attained, I claim:

1. Automatic power transmission mechanism comprising, an engine, atransmission gear operable to different gear ratios. means for rotatablyconnecting the said engine to the said transmission gear, speedresponsive means movable for changing the gear ratios of the saidtransmission gear, and means operable by the said movement of the saidspeed responsive means for controlling the said rotatable connectingmeans.

2. Automatic power transmission mechanism comprising, a. transmissiongear-set, an engine clutch engageable to connect the said engine to thesaid gear set, gearing in said gear set connectable to be revolved atdifferent speeds, speed responsive means operative to connect said geardirectly, and means operable by movement of said speed responsive meansto control engagement of the said clutch.

3. Automatic power transmission mechanism comprising, an engine, atransmission gear-set, an engine clutch engageable to connect the saidengine to the said gear-set, gearing in said gearset revolvable atdifferent speeds, means movable to connect said gearing to revolve inunison, a centrifugal device for moving said connecting means to connectsaid gearing, and means operable by the said movement of said connectingmeans to maintain engagement of said engine clutch.

4. Automatic power transmission mechanism comprising, an engine, atransmission gear-set, an engine clutch engageable to connect the saidengine to the said gear-set, gearing in said gearset revolvable atdifferent speeds, means movable to connect said gearing to revolve inunison, centrifugal weights movable outwardly to move said connectingmeans, resilient means for moving said connecting means oppositely todisconnect said gearing, and means operable by said resilient means todisengage said engine clutch.

5. Automatic power transmission mechanism comprising, an engine, atransmission gear-set, an engine clutch engageable to connect saidengine and gear-set, gearing in the said gear-set revolvable atdifferent speeds, a transmission clutch for connecting said gearing torevolve at the same speed, and a speed responsive means for operatingsaid transmission clutch and controlling the operation of said engineclutch.

6. Automatic power transmission mechanism comprising, an engine, atransmission gear-set, an engine clutch engageable to connect saidengine to said gear-set, a driving and a driven member in said gear-setrevolvable at different speeds, a transmission clutch engageable forconnecting said members to revolve at the same speed, power means foroperating said engine clutch, a speed responsive means for moving saidtransmission clutch into and out of engagement, and means operable bythe said movement for controlling the said power means.

'1. Automatic power transmission mechanism comprising, an engine, atransmission gear-set, an engine clutch engageable to connect saidengine to said gear-set, a driving and a driven member in said gear-setrevolvable at difierent speeds, a transmission clutch engageable forconnecting said members to revolve at the same speed, fluid actuatedmeans for operating said engine clutch, a speed responsive means formoving said transmission clutch into and out of engagement, and a valveoperable by the said movement for controlling said fluid actuated means.

8. Automotive vehicle transmission mechanism comprising, an engine, atransmission gear-set comprising a gear drive and a direct drive, anengine clutch engageable for connecting said engine to said gear-set,means operable by reduction of the speed of said vehicle below apredetermined value for moving said gear set from direct to gear drive,an accelerator pedal releasable for reducing the vehicle speed, powermeans applicable for controlling said engine clutch, power applyingmeans operative by release of said accelerator pedal, means restrainingsaid power applying means and means operative by the said movement togear drive for releasing the said restraining means.

9. Automotive vehicle transmission mechanism comprising, an engine, atransmission gear-set movable to provide gear drive or direct drive, anengine clutch engageable for connecting said engine to said gear-set,speed controlled means operable by reduction of the speed of saidvehicle below a predetermined value for moving said gear-set to geardrive, an accelerator pedal releasable for reducing said vehicle speed,fluid actuated means for disengaging said engine clutch, a fluid valveoperative by release of said accelerator pedal for providing a fluidpassage 'for operating said fluid actuated means, and a second fluidvalve operable by said speed controlled means for cutting off saidpassage until said movement into gear drive takes place.

10. Automotive vehicle transmission mechanism comprising, an engine, -atransmission gearset operable to provide different gear ratios, anengine clutch engageable for connecting said engine to said gear-set,power means for controlling said clutch, an accelerator pedal movableaway from its low speed position to increase the vehicle speed, a powercontrol means operable by said accelerator pedal movement, a centrifugaldevice operable away from its low speed position to change the said gearratios, power control means operable by the said movement of the saidcentrifugal device, and means to render both control means ineffectiveto control said clutch operating power means except when both the ac-'celerator pedal and the said centrifugal device are in the said lowspeed positions.

11. Automotive vehicle transmission mechanism comprising, an engine, atransmission gearset operable to provide different gear ratios, anengine clutch engageable for connecting said engine to said gear-set,fluid actuated mechanism for controlling said clutch, an acceleratorpedal movable away from its low speed position to increase the vehiclespeed, a fluid valve operable by the said accelerator pedal movement, acentrifugal device operable away from its low speed position to changethe said gear ratios, a second fluid valve operable by the said movementof the said centrifugal device, and means containing fluid passages tosaid fluid actuated mechanism for actuating said fluid actuatedmechanism operative to be open only when both the said accelerator pedaland the said centrifugal device are in the said low speed positions.

12. Automotive vehicle transmission mechanism comprising, an engine, atransmission gearset operable to provide a gear drive and a directdrive, an engine clutch engageable for connecting said engine to saidgear-set, power operable means for controlling said engine clutch, aspeed responsive transmission clutch movable into engagement forchanging from gear drive to direct drive, a power control means operableby the said movement, an accelerator pedal movable for increasing theengine speed, a second power con-- the said power to the said poweroperable means 5 to disengage said engine clutch, operative to be closedonly by operation of the second control means, or by a concurrence inoperation of the first and third control means.

13. Automotive vehicle transmission mechal0 nism comprising, anengine, atransmission gearset operable to providea gear drive and a direct drive,an engine clutch engageable for connecting said engine to said gear-set,fluid operable means for controlling said engine clutch, 15 a speedresponsive transmission clutch movable into engagement for changing fromgear drive to direct drive, a fluid valve operative to be closed by saidmovement, an accelerator pedal movable for increasing the engine speed,a sec- 20 ond fluidvalve operative to be closed by said acceleratorpedal movement, a brake pedal movable for applying vehicle brakes, athird fluid valve operative to be closed by said brake pedal movement,and means comprising fluid passages 25 connecting said fluid to saidfluid operable means, said passages being interrupted only by closingthe second valve or by a concurrence in the closing of the flrst andthird valve.

14. Automotive vehicle transmission mecha- 3 nism comprising,'an engine,an engine clutch engageable to connect said engine to drive said vethirdpower control means when applying the 40 vehicle brakes, a fourth powercontrol means operable manually to three positions, power conveyingmeans operable by the several said control means, the said conveyingmeans being open when the fourth control means is in the flrst positionand the second control means is unoperated, open when the fourth controlmeans is in the third position and the second and first control meansare both unoperated, and open when the fourth control means is in thesecond position and the second and third control means are bothunoperated or when the flrst and second are both unoperated. I

15. Automotive vehicle transmission mechanism comprising, an engine, anengine clutch engageable to connect said engine to drive said vehicle,fluid operable means for operating said clutch, a fluid valve,centrifugal means for operating said fluid valve, a second fluid valve,an accelerator pedal for operating said second fluid valve and forincreasing the engine speed, a third fluid valve, a brake pedal foroperating said third fluid valve and for applying vehicle brakes, afourth fluid valve operable manually to three positions, meanscontaining fluid pas- 6 sages operable by said fluid valves forconnecting a fluid to said fluid operable means, the said fluid passagesbeing open when the fourth fluid valve is in the first position and thesecond fluid valve is open, open when the fourth fluid valve is in thethird position and the second and flrst are both open, open when thefourth fluid valve is in the second position and either the second andthird valve are both open or the flrst and second valves are both open.

16. Automotive vehicle transmission mechanism comprising, an engine, anengine clutch enagageable to connect said engine to drive said vehicle,a transmission gear-set, a transmission housing a centrifugal devicewithin said housing rotated by a member of said gear-set, a shaftrotatable by said device extending from the wall of said housing, anaccelerator pedal and a brake pedal hinged to said housing, a fluidoperated device secured to said housing, means connecting said fluidoperated device to operate said clutch, a valve block on said fluidoperated device, valves in said valve block and operating linkageconnecting said accelerator pedal, said brake pedal and said shaft tosaid valves.

17. The combination, in power transmission and control mechanism, of anengine, a transmission gear set, an engine clutch for connecting saidengine and gear set, a vacuum operated device for controlling saidengine clutch, a centrifugally operated clutch for changing the gearratios of the gear set, an accelerator pedal, a brake pedal, a manuallyoperated control, a valve operated by movement of the centrlfugallyoperated clutch, a valve operable by movement of the accelerator pedal,a valve operable by movement of the brake pedal, and a valve operable bythe manually operated control, and means containing air conductingpassages controlled by said valves operative in one position of themanually operated valve to connect the vacuum to disengage the engineclutch whenever the accelerator pedal is released, operative in a secondposition of the,

manually operated valve to connect the vacuum to disengage the engineclutch when the accelerator pedal is released and the centrifugallyoperated clutch disengages, and operative in an intermediate position ofthe manually operated valve to connect the vacuum to disengage theengine clutch when the accelerator pedal is released, the brake pedal isdepressed and the centrifugally operated clutch disengages.

18. The combination, in power transmission and control mechanism, of anengine, a transmission gear set, an engine clutch for connecting theengine and gear set, a vacuum operated device ior controlling saidengine clutch, a centrifugally operated clutch for changing the gearratios of the gear set, an accelerator pedal, a brake pedal, a manuallyoperated control, a valve operable by movement of the centrifugallyoperated clutch, a valve operable by movement of the accelerator pedal,a valve operable by movement of the brake pedal, and a valve operable bythe manually operated control, and means containing air conductingpassages controlled by said valves operative in one position of themanually operated valve to cut oil the vacuum to engage the engineclutch whenever the accelerator pedal is depressed, operative in asecond 5 position of the manually operated valve to cut oil! the vacuumto engage the engine clutch when the accelerator pedal is released andthe centrifugally operated clutch engages, and operative in anintermediate position of the manually operated valve to cut oi! thevacuum to engage the engine clutch when the accelerator pedal isreleased the brake pedal is depressed and the centrifugally operatedclutch engages.

19. The combination, in power transmission and control mechanism, of anengine, a transmission gear set, an engine clutch for connecting theengine and gear set, a fluid actuated device for controlling the engineclutch. a speed responsive clutch for changing the gear ratios of thegear set, an accelerator, a manual control,

a valve operable by operation of the speed responsive clutch, a valveoperable by operation of the accelerator, and a valve operable by themanual control, and means containing fluid passages controlled by saidvalves, operative in one position of the manually operated valve topermit the fluid to disengage the engine clutch whenever the acceleratoris released, and operative in another position of the manually operablevalve to permit the fluid to disengage the engine clutch when theaccelerator pedal is released and the speed responsive clutch isdisengaged at the same time.

20. The combination, in power transmission and control mechanism, of anengine, a transmission gear set, an engine clutch for connecting theengine and gear set, a fluid actuated device for controlling the engineclutch, a speed responsive clutch for changing the gear ratios of thegear set, an accelerator, a manual control, a valve operable byoperation of the speed responsive clutch, a valve operable by operationof the accelerator, and a valve operable by the manual control, andmeans containing fluid passages controlled by said valves, operative inone position of the manually operated valve to cut oi! the fluid topermit engagement oi the engine clutch whenever the engine isaccelerated, and operative in the other position of the manuallyoperated valve to cut of! the fluid and permit engagement of the engineclutch when the engine is decelerated and the speed responsive clutchengages.

FREDERICK W. COTT'ERMAN.

